Two-wheeled vehicle



(N0 Muriel.) 4 sheets-sheen 1.

J. T. GURNEY. TWO WHBELBD VEHICLE. l N0. 361.940. Patented Apr. 26,1887.

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(No Model.) 4 Sheets-Sheet 4. J. T. GURNEY.

TWO WHEELED VEHICLE.

10.361.940 PatentedApnz, 1887.

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UNITED STATES PATENT OFFICE.

J. THEODORE GURNEY, OF BOSTON, MASSACHUSETTS.

Two-WHEELEQ VEHICLE.

SPECIFICATION forming part of Letters Patent No. 361,940I dated Apri1,26, 1887.

Application filed May 27, 1884.

Serial No. 132,92?. (No model.)

Figure 1 is a side elevation of a vehicle em` bodying my improvements, a portion thereof being broken away. Fig. 2 is a side view of one of the supporting-brackets for the drivers seat. Fig. 3 is a cross-section on the line a; m, Fig. 1. Fig. 4 is a section on the line y y, Fig. 1. Fig. 5 shows in perspective the skeleton frame on the body. Fig. 6 is a cross-section of the body on the line z z, Fig. 1. Fig. 7 is an outside front view of the lower part of the front wall of the body. Fig. 8 is a section on an enlarged scale on the line xx', Fig. 1. Fig. 9 is a section of the parts similar to those in Fig. 8, though slightly modied. Fig. 10 is a Fig. 11 is a cross- Fig. 12 is a rear view of the vehicle. section on the line x2 m", Fig. 10. section on the line -1/2 y?, Fig. 10.

In the drawings, A represents, generally, the body ofthe vehicle; B B, the wheels upon which it is mounted. The wheels are secured to a crank-axle having the horizontal wheel-arms D D, the down wardly-depending parts D', and the drooping portion D2, the parts D D'forming what I term the axle-wrists.77

E E represent, generally, the side springs. Each of these consists of several plates or leaves, arranged in substantially the ordinary manner, the springs being secured to the under sides of the Wheel-arms D D. The rear end of the under plate, e, of side spring is formed with upwardly-extending ears c, which are placed close to .the sides or edges of the upper plates or leaves, the purpose being to prevent any displacement of the leaves relatively to each other. Ears of this character hold the plates firmly in position, and by forming them upon the end of the lower plate a simple but effective clamping device is provided. The rear end of the top plate, e2, is also provided with plates or ears extending downwardly, as shown at e3, and between these lie the end or ends of one or more of the lower plates. They are specially adapted to hold securely in place the long second leaf next to the top, and when this clamp is employed the ends of the springplates are held rigidly together.

Vehicles of the character which I have shown are specially liable to have the springs twisted so as to force the spring plates or leaves apart.; but by the use of the simple devices which I have shown I effectually prevent this and preserve the springs for a long time in a solid condition; but springs of any of the known forms can be used.

At the front ends of side springs are secured two hangers or bracket-arms, E. These latter are firmly bolted to the front lower corners of the body, and project forwardly and outwardly somewhat, sufficiently far to properly support the forward ends ofthe springs. Other means of supporting the front ends of these springs can be employed instead 0f that above described; but the best results are attained by having the side springs extend to points in front of the body, as a prolonged springsupport can be thereby provided, and the entrance being in the rear, the projecting springs do not impede the doorway, as the rear ends of the side springs stop in front of the rear wall.

The rear ends of the side springs are connected by means of the cross-spring F, which is preferably of the character shown in Fig. 10, this figure showing also the preferred means of attaching it to the body.

F is a metal plate lying beneath the center of spring F, supported from the bottom of the body by means of rods F2, bolted to the body. Preferably there are two of these hangers F2 on each side of the center and two on each side of the spring. This rear cross-spring serves two purposes among others. It not only provides a resilient support forthe body, butalso provides a means for supporting the rear ends of the side springs and for connecting them to the body. Upon the running-gear thus provided I suspend the body, the parts of which are constructed and arranged as follows:

In Fig. 5 I have shown aframe-work adapted to support the body proper, this framework having at the rear corner uprights GG, at the front corners uprights G', together with uprights G`l by the sides of the door, intermediate uprights, G3 G3, in the front wall, bottom sills, y, top sills, g', sills g2 at the bottoms of the windows, sills g3 at the bottoms of the sideportions, brackets g* and ribsgatthe top. Upon ICO the framework thus provided I support the external sheathing. This,for some purposes,I prefer to be of sheet metal, but do not herein make claim thereto, having presented that as the subj ectmatter of anther application. So far as the purposes of the present case are concerned, use may be made of any preferred inaterialin construct-ingthe body.

The window sashes may be constructed originally in substantially the ordinary way, I representing the glass, and I the bottom piece of the frame. The sill, instead ofreceiving the window upon a square surface, as customary, carries an upwardly-extending edge, which iits into a groove in the bottom of the bar I. This upwardly extending edge is shown as being provided by a bar or plate, I2, secured to the sill g2; but I do not wish' to be limited to exactly that form. As shown, -it is secured by screws and its upper edge beveled, the groove in the bar l being correspondingly beveled or V-shaped. Vhen the opposing parts are thus shaped there will be a guaran` tee that the bar Ishall always fit tightly upon the part I2, as will be readily understood. In a cab or vehicle constructed in this 'way the rattling of the windows is entirely overcome; and this has been a great annoyance to those riding in these vehicles. I do not Wish to be limited to exactly the form shown in Fig. 8, as many of the advantages incident to -this part of the structure can be obtained by devices of the style shown in Fig. 9.

J represents the door. It consists of a single part supported upon hinges at one side, as at j, the fastening device j being upon the opposite side, the hinges engaging with one of the fixed walls of the body and the fastening device with the opposite wall. The shape of the door in cross-section through the window portion is shown in Fig. 1l.

Heretofore the doors that have been used in the rear of vehicles have been made in two parts, one swinging to one side and the other to the other side. This also has been found a matter of great annoyance, and I have devised a door which, as said, is constructed of a single part curved in horizontal seetion,whereby Iobviate the necessity of opening and shutting two or more parts, and at the same time preserve the expanded interior space due to the outward curve of the door and open a eld for novel designs in vehicles of this class. In the upperpartof the door Windows are formed, these having plates of glass J. By examining these it will be seen that they are not curved, as are thosejointly used in carriage windows or doors, but are tlat, the recesses in the sides being cut to correspond to their shape. As the door consists oi' a single part, these window-panes may be quite wide, and yet have sufficient support by means of the intermediate upright, J?. Vhen two doors are used, the uprights, to be sufficiently strong, take 11p-much ofthe room, which I can make available for the window-panes. The iiat panes of glass are much cheaper than the curved ones which have been heretofore used, and as they are being constantly broken in vehicles of this character,`it is a matter of considerable importance to be able to replace them with ordinary panes of glass. rIhe expense of repairing the door or window is much less since I have devised this combination with the curved door of the flat panes.

,The lower portion ofthe door is constructed in the manner indicated in section in Fig. 12e that is to say, the upright pieces Ja support two curved sheet-metal panels, HS and H9, one upon the inside and one upon the outside. By employing a panel upon the inside a support is furnished for a cloth covering; or it may be made the basis of an ornamentation by paint and varnish. Y

The drivers support comprises the seat proper, K, and the foot-rest K7, both being in front of the axle. As will be described below, the shafts are secured iiexibly to the vehicle independently of this drivcrs support.

K K2 Ki KL K5 represent the parts of one of the metallic brackets or holders for the drivers support, these projecting forward from the body. The parts K3 K4 extend far enough to carry the foot-rest, they being preferably at the sides of the latter.

K6 is an upwardly and outwardly extending supplemental brace, preferably curved and fastened to the foot rest and seat support. Vhen the shafts are attached as herein provided for, the drivers foot-rest and seat can be made light and open, so as to leave an unobstruct-ed space between the foot-rest and the body, wherein, if desired, can be stored such articles as are needed'in using these cabs, and, moreover, these parts can be made ornamental and pleasing in design.

The draft devices in the construction shown in Fig. l consist of the shafts L,joined together by a cross-bar, U, and, if desired, by a spring at L2, though the latter is not essential.

L3 are springs secured to the rear ends of the shafts and extending backwardly therefrom to the body, they passing into the body, to which also they are directly connected. Preferably they are carried back to a point sufficiently behind the front Wall, and may be secured either to the inside or the outside of the framework. As shown, they are passed through apertures (see Fig. 7 and are fastened to sills or frame-pieces, as shown in Fig. l. At the front ends the springs are rigidly secured to the shafts by means of bolts Z5 Z5, supplemented by a clamp or clip, Z. These springs operate to relieve the body of the motions which are ordinarily imparted thereto from the horses, and it is left to float substantially free without vertical oscillation orroeking. It willbe seen, of course, that there are many ways in which these springs, secured at the rear ends of the shaft, can be joined to the body; but the best results will be obtained by locating them at points above the axle and joining them to the wider portions of the body. It is not neces sary that they should be joined to the very IOS IIO

widest parts above the seats, as they can be located at a short distance below the seats and attain the end aimed at.

In other applications, Nos. 132,922 and 72,548, (renewed as 203534,) I have shown modifications of the flexible shaft-connection at the rear end, said fastening consisting of a hinge united directly to the frame of the body.

I am aware of the English patent to Poole, No. 7,188 of 1836, and of the French patent to Fabas, No. 6,033, of 1838, and do not claim as my invention the features of arrangement and construction therein shown. In these the driversseat extends to points back ofthe axle, the shaft runs to the body on lines above the passengers seats and abovethe greatest weight in the interior, and the harness-traces are themselves connected to the body. In my construction I utilize the shafts to apply the draft, and hinge them near the plane of the passengers seats, (preferably at or a little below the seat, and as a resultI can carry the drivers seat lower down and farther forward, and can cause his weight to balance that of the passengers; and, moreover, I can prolong the body backward, so as to increase the capacity of the vehicle.

Q represents a bead or strip of iron which is passed around the body,vit being preferably situated on a line somewhat below the windows. Preferably, itis made of a strip long enough to pass entirely around the cab, or at least from one edge of the door around to the other edge, and after being secured in position it acts to clamp the outer parts to the inner fraaie, and also clamps the parts of the frame firmly together. Moreover, it tends to enhance the pleasing effect on the eye.

R represents the bell situated below the drivers seat, by means of which the passenger can signal to the driver. It may be of the usual style of gong-bells. There is a rod extending backward and through the front Wall of the cab, and to it is attached a knob, as shown in Fig. 6.

Having above described a particular form of vehicle embodying my invention, I wish it to be understood that in several respects there can be more or less variation without departing from the spirit thereof, such variations being well known in the art prior to the date of this patent.

I herein speak oftheaxle as being eranked,7 thereby meaning that it is bent so as to take the central part thereof away from proximity to the bottom of the body, and is formed to have wrists with wheel-arms at the ends. The central bent or cranked part of the axle is carried away from the bottom of the body,so that the latter can (when pressing on the springs) fall below the wheel-axis, and so that the body as a whole can be brought lower than if the axle were straight from wheel to wheel. I do not claim, broadly, of course, to be the in ventor of such an axle, as I am aware that they have been used in various forms, the cranked part having been sometimes dropped directly down,as in the French patent to Fabas, No. 6,033, August 30, 1838, and sometimes having been turned in front of the body, as shown in Patent No. 1,7 89, to J. Page, September 14, 1840, both of these forms of axle being equivalent so far as concerns the matter referred t0. I prefer to drop the cranked part down; but some of the features of my invention can be preserved if the axle be arranged as in the said patent to Page.

I am also aware that shafts for sulkies and other vehicles with open bodies, (and with the entrance-wayin front of the wheels,) and without a seat or support specially intended for the driver in front ofthe axle, have hadsprings combined therewith in various ways to obtain an advantageous shaft-connection; but I am not aware of the fact that prior to my invention vehicles of the class to which my invention relates had been constructed with the features which I have devised, and by which I not only have succeeded in making such cabs much more durable than heretofore, but also have overcome the great objections which for many years previous were incident thereto and which prevented them from being successl fully used extensively for passenger traffic. Then the parts are arranged as I have shown, it will be seen that the greater portion of the cab-bod y lies in rear of the wheel-axis, and it will also be seen that the shafts or draft devices are secured to the body behind or below and independently of the drivers support. Heretofore in vehicles at all resembling mine the shaf ts were fastened to a frame-work projected from the body-frame forward to hold the driverss support, as is illustrated in the patent to P. Herdic, No. 259,310, June 13, 1832. VhenI the draft devices are thus united to the drivers support or its projecting frame, the said support and frame must necessarily be made much heavier and stronger, and even when made in the best way known this part of the vehicle is liable to wear and fracture from the leverage on it, resulting from having the shafts attached thereto.

Byexamining Fig. 5 it will. be seen that I do not project any of the body-sills or framebars in front to carry the drivers support; and as I dispense with this way of uniting the shafts and join them to the parts drawn thereby at points behind or below the drivers support, I am enabled to not only secure a better balancing of the body around the wheel-axis, but can do away with much of what has been heretofore necessary as a drivers support and can make thelatter lighter and more open and can place thedrivers seat in a higher position relatively to the other parts. In another respect my construction differs materially from those illustrated in the last said Herdic patent-namely, in this, that I secure the side springs not to the bottoln or bent drooping central part of the axle, but to the axle-wrists D D', and therefore near the plane in which ICO IIO

being effected near the wheelaxis. rlhis enables me to apply the spring with much better effect and to use a simpler form of spring, also to use a simpler form of spring-support and to bring thegbody into a more desirable position.

While I have shown and for most purposes prefer that the fiexible connection for the rear en'd of the shafts should be of the nature of a tlat metallic extension-spring, yet some of the ends at which I aim can be attained if other forms of ficxible connection be used-such as the hinge which I have shown in application Nos. 72,548 (renewed as 206,534) and 132,922- provided said connection be united directly to Ythe cab body or frame behind or below the drivers support or its frame. In fact, some of the desirable features of my arrangement and construction of the parts are independent of the shaft-connection, and can be preserved even when the shafts are attached in the way shown in the aforesaid Page patent; butin such case the body should be balanced in the manner I follow, and there should be a spring employed below the drivers support to hold the front part of t-he body.

I herein refer toa spring or springs as interposed between the shaft and the parts drawn thereby, and wish to be understood as meaning that these springs are so arranged as to relieve the body of horse motion, whether they are interposed directly between the body and the shafts or indirectly through the medium of other parts, so long as the combination and arrangement I have invented be preserved.

In open sulkies with bodies elevated above the shaft-line and with the drivers seat directly over the axle, springs have been interposed both directly and indirectly,to produce combinations and arrangements different from that at which I aim, as shown in the patents to Baillau, No. 18,077, November 1, 1857, and Thomas, No. 249,730, November 15, 1881, and in some of these open sulkies with elevated bodies and front entrances shafts have been used which were hinged at the front corner and terminated in pivotally-att-ached springs at the rear corner, as shown in the French patent to Bedel, No. 96,917, October 8, 1872, and at the date of this present patent it is well known that shafts of this character can be substituted in the combination of parts which I have invented for these cabs instead of the specific form of shaft which I herein show.

Another matter of advantage incident to my construction is that the shafts are not at their rear ends spread apart so as to lie outside of the outer vertical planes of the upper part of the body, although they are outside of the vertical planes of the bottom. The body, like that of some earlier cabs, has a lower narrower portion and an upper wider portion, the seats being at the bottom of the latter and above the narrower portion.

The fastening devices of the shafts are in or near the horizontal planes of the passengers seats, (preferably below)-that is to say, in or below the horizontal planes of the greatest interior weight when the cab is loaded-in order to apply the draft to the best advantage. When springs like those shown at L3 are used, rigidly fastened at one end to the body and at the other end to the shaft, they perform two functions-namely, first, allow an axial motion of the shafts relatively to the body, and, second, provide resilience-and in this respect said springs L3 take the place of a hinge in conjunction with a rearwardly-extcnding spring attached loosely to the body.

As shown,the parts which immediately fasten the rear ends of the shafts to the body lie inside ofthe wall; but they may be put at any of the well-known equivalent places. By having the larger part of the body in rear of the wheel-axis, and having more or less of the drivers support project forward from the closed front wall, (the passengers being permitted to enter and pass out through a rear door,) I can preserve a uniform balance around the said wheel axis. By means of iiexible connections for the shafts in the above-described planes relative to the interior weight, I can prevent this balance from` being seriously disturbed, .and by securing these fiexible connections directly to the body, independently of the drivers support, I can make the vehicle much lighter, though more durable.

I am aware of the fact that heretofore cabs have been constructed with the drivers support (including the seat and the footrest) partly in rear of the front wall of the cab, as shown in the aforesaid Page patent; and although I prefer to have this support arranged as herein shown, yet it can be made more or less similar to that shown in the said patent if there be a sufficient part of it projecting forward to insure a proper balancing of that part of the cab which lies behind the wheel-axis.

Although some ofthe matters herein claimed are illustrated, also, in my aforesaid applications, Nos. 132,922 and 72,548, (renewed as 206, 534,) I do not claim thesaid matters therein, nor do I herein claim any of the combinations set forth in the claims appearing in the other said applications, respectively, or in the claims in my Patent No. 272,238, February 13, 1883.

What I claim is- 1. In a two-wheeled cab, the combination of a cranked axle, the body having passengers7 seats transverse to the axle, with a door in the rear and a closed front wall, the drivers seat in front of the axle, the side springs secured to the axle-wrists, a shaft having its rear end flexibly connected to the vehicle in or below the planes of the passengers seats,

and a springinterposed between the shaft and the parts drawn thereby at a point in front of the flexible connection which unites the rear end of the shaft to the vehicle, substantially as set forth.

2. In a two-wheeled cab, the combination of the cranked axle, the body having passengers seats transverse to the axle, with a rear door, and the drivers seat in front of the axle, the side springs secured to the aXle-wrists,a shaft,

IOO

a spring directly connecting the shafts iiexibly with the body, and an auxiliary spring for the shaft interposed between it and the parts drawn thereby, substantially as set forth.

3. In a twowheeled cab, the combination of the cranked axle, the body having a rear door and a closed front wall, the drivers support in front of the axle, the side springs secured to the axle-wrists, a shaft, and two springs (additional to the side springs) at different points longitudinally of the shaft, one spring being a rearward extension of the shaft, and

lboth being directly attached to the shaft and interposed between it and the parts drawn thereby, substantially as set forth.

4. In a two-wheeled eab, the combination of the cranked axle, the body constructed substantiall y as described,the side springs secured to the axle-wrists above the cranked part I)2 of the axle, the fieXibly-eonnected shaft, the support projecting forward from the body to carry the front ends of the side springs, and supports for the rear ends of the side springs, uniting them with the body, substantially as set forth.

5. In a two-wheeled eab, the combination of the cranked axle, the body and drivers support constructed and arranged substantially as set forth, the side springs for the body connected to the axle-wrists above the cranked part D2 of the axle, the flexibly-connected shaft, the rear cross-spring,and supports which carry the front ends of the side springs at points in front of the body, substantially as set forth.

6. In a two-wheeled cab, the combination of the cranked axle, the body having a rear door and having its greater portion in rear of the wheel-axis, the drivers support in front of the axle, the side springs secured to the axlewrists above the cranked part Dz of the axle, the shafts flexibly connected to the part-s drawn thereby independently of the drivers support, and a spring interposed directly beneath the drivers support and the shaft, substantially as set forth.

7. In a two-wheeled cab, the combination of the axle having the cranked portion and wrists, the body having the narrower lower part between the wrists and an upper wider part for the seats, the semi-elliptic side springs, the shafts having their rear ends on a line above the bottom and immediately below the wider parts of the body, and the springs projecting back from the shafts and `joined directly to the body, the fastening devices for the rear ends of the springs being behind the front end ofthe body, substantially as set forth.

8. The combination, with the shafts and the cab-bodylelosed at the side and front, of the metallic shaft-springs rigidly fastened to the shafts, and also rigidly fastened directly to the body, substantially as set forth.

9. The combination, with the shafts and the cab-body closed at the sides and front, of the metallic springs fastened to the shafts and inserted through the front wall of the cabbody, substantially as set forth.

l0. The combination, in a two-wheeled vehicle, of the body, the springs which support the body, the shafts having their rear ends on lines above the bottom of the body, and flat metallic springs extending back from the shafts and uniting them directly to the body in or near the horizontal planes of the seats, substantially as set forth.

11. In a vehicle, the combination of the movable window provided with a bar having a groove in the bottom and asupporting or retaining bar secured to the window-casing, and provided with an edge adapted to enter the aforesaid groove, substantially as set forth.

l2. In a two-wheeled vehicle of the character described, the combination, with the vehicle-body, of the door which is situated at the rear side of the body and consists of a single part extending from side to side of the doorway, the upright or uprights J2, and two or more fiat panes of glass supported 'in the window portion of the doorway, substantially as Set forth.

13. In a two-wheeled cab, the combination of the body having a closed front wall, the shafts flexibly connected to the parts drawn thereby below and independently of the drivers support, and the metallic brackets secured to the front wall and extended outward at the sides of the drivers foot-rest to support it, substantially as set forth.

14. In a two-wheeled cab, the combination ofthe body, the shafts secured to the parts drawn thereby independently of the drivers support, the metallic brackets secured to the ,front wall and projecting outwardly to support the drivers foot-rest, substantially as set forth, to leave an open space between said foot-rest and the front of the eab, and a spring below the foot-rest, substantially as set forth.

In testimony whereof I affix my si gnature in presence of two witnesses.

J. THEODORE GURNEY. Vitnesscs:

J. S. Bxnxnn, M. P. CALLAN.

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